Oxford Road and Piccadilly and Will Provide a Storage Area for Materials and Small Plant

THE TRANSPORT AND WORKS ACT 1992

THE NETWORK RAIL (MANCHESTER PICCADILLY AND OXFORD ROAD) ORDER

DOCUMENT 21: ENVIRONMENTAL STATEMENT

DOCUMENT 21.15: TRANSPORT ASSESSMENT Manchester Piccadilly and Oxford Road Capacity Scheme Transport Assessment

May 2014

MANCHESTER PICCADILLY AND OXFORD ROAD CAPACITY SCHEME TRANSPORT ASSESSMENT

Network Rail

Final

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Prepared for Network Rail

Prepared by Parsons Brinckerhoff Manchester Technology Centre Oxford Road Manchester M1 7ED www.pbworld.com

DOCUMENT HISTORY AND STATUS

Document control James Collins and Sam Checked by Prepared by James Shanks Fleming (technical) Checked by Approved by Sean Ford Sean Ford (quality assurance)

Revision details Pages Version Date Comments affected 1.0 May 2014 Issued for Client Review 2.0 July 2014 Final Version

Manchester Piccadilly and Oxford Road Capacity Scheme Transport Assessment

CONTENTS Page

1 Introduction 9

2 Policy Context and Planned Local Transport Schemes 12

3 Existing Transport Network 15

4 Existing Transport Conditions 39

5 Construction Proposals 48

6 Operational Proposals 58

7 Construction Impact Assessment 61

8 Operational Impact Assessment 66

9 Conclusions 70

Appendix A Bus Service Tables 71

Appendix B Observed Traffic Flows 75

Appendix C Observed Cycle Flows 77

Appendix D Modelled Traffic Flow Diagrams 79

Appendix E Modelled Change in traffic flows 93

Appendix F Piccadilly Traffic Survey Report 114

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Manchester Piccadilly and Oxford Road Capacity Scheme Transport Assessment

1 INTRODUCTION

1.1.1 This Transport Assessment (TA) has been prepared on behalf of Network Rail (the applicant) as part of the Transport and Works Order (TWAO) application to construct 2 new ‘through running’ platforms at Manchester Piccadilly Station and to extend the existing platforms at Manchester Oxford Road Station. The Scheme will provide additional rail capacity through Manchester.

1.1.2 The Scheme forms part of a wider range of projects to increase rail capacity, known as the Northern Hub. The aim of the Northern Hub is to stimulate economic growth by improving the rail network in the north of England and to meet expected growing demand for rail travel over the next 30 to 60 years. Although the Scheme is part of a wider package of projects within the Northern Hub, this Scheme is a standalone project, for which funding for its delivery has been secured.

1.1.3 The purpose of this TA is to assess the impact of the Scheme on the surrounding transport network. This will help to maximise the benefits and also to identify mitigation measures to minimise any negative impacts. The TA supports the Traffic and Transport chapter of the Environmental Impact Assessment (EIA).

1.1.4 This TA has been prepared in accordance with the Department for Transport ‘Guidance on Transport Assessments’ (2007).

1.2 Implementation

1.2.1 The EIA is required to consider the construction and operational impacts of the Scheme. To support the review of impacts in the EIA, supporting reports are provided. The TA has been scoped out of the Environmental Statement.

1.2.2 The TA considers the impact of the Scheme during construction (between 2016 and 2018) and following the commencement of its operation (beyond 2018).

1.3 Stakeholder Consultation

A number of stakeholders have been consulted during the development of the TA. Stakeholders consulted include:

x Transport for Greater Manchester (TfGM); and

x Manchester City Council (MCC).

1.3.1 The scope of the TA and methodology was discussed with TfGM and MCC at a meeting on the 19th November 2013. Further meetings have been held during the development of the TA.

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1.4 Background to the Project

1.4.1 The Scheme includes the extension of Manchester Oxford Road Station and the construction of two new through running platforms at Manchester Piccadilly Station.

1.4.2 For the purpose of the TWAO the study area has been split into two areas:

Area 1 = Piccadilly Station

Area 2 = Oxford Road Station

Area 1: Manchester Piccadilly Station Proposals 1.4.3 Proposals at Manchester Piccadilly include construction of two new ‘through running’ platforms adjacent to the existing Platforms 13 and 14.

Area 2: Oxford Road Station Proposals 1.4.4 Proposals at Oxford Road Station include the extension of the existing platforms, with viaduct widening between Oxford Road and Albion Street.

1.4.5 Construction is programmed to take place between 2016 and 2018. This TA considers the construction requirements and impacts.

1.5 Site Location

1.5.1 The study area stretches along the southern edge of Manchester City Centre. The predominant land uses within the site include railway infrastructure, surface car parking, commercial and residential.

1.5.2 The River Medlock runs through the site.

1.5.3 Figure 1-1 shows the location of the Scheme. This shows the main study area for the TA. The study area has been selected as it is the main area that is impacted by the scheme.

Manchester Piccadilly Station

Manchester Oxford Road Station Area 1 Area 2

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1.6 Report Structure

1.6.1 Chapter 2 summarises the national and local transport policies that support the Scheme and the methodology of the TA.

1.6.2 Chapter 3 describes the existing transport network, with Chapter 4 describing the existing transport conditions.

1.6.3 Chapter 5 sets out the Scheme for the construction phase with Chapter 6 describing the operational proposals.

1.6.4 Chapter 7 assesses the impact of the construction phase with Chapter 8 providing an assessment of the operational phase impact.

1.6.5 Chapter 9 provides the TA conclusions and recommendations.

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2 POLICY CONTEXT AND PLANNED LOCAL TRANSPORT SCHEMES

2.1 National Policy

A Future for Transport: A Network for 2030

2.1.1 The Department for Transport’s White Paper sets out the Government’s strategy for transport up to 2030. The publication of this White Paper seeks to bring about improvements to all modes of transport through the creation of a coherent network. It focuses on three key themes of sustained investment, making improvements to transport management and planning ahead.

2.1.2 In the context of the Piccadilly and Oxford Road Station improvements, the Scheme is providing significant improvements to the region’s rail network; however it is important to plan ahead for anticipated transport impacts during the construction period.

National Planning Policy Framework (2012)

2.1.3 The National Planning Policy Framework (NPPF) replaced the previous planning Policy Statements and Planning Policy Guidance used to regulate planning applications.

2.1.4 The document states the need for a Transport Statement or Transport Assessment to support developments likely to generate significant numbers of trips. It suggests that development should take advantage of opportunities for sustainable travel, facilitated by a travel plan.

2.1.5 In the context of Piccadilly and Oxford Road Station improvements, whilst it is not anticipated that the scheme will generate additional numbers of trips post construction, assessment is needed to consider generated construction traffic and reduced network capacity.

Guidance on Transport Assessments (March 2007)

2.1.6 This document leads on NPPF, providing information on how to prepare a transport assessment.

2.1.7 The paper outlines the need for the TA to encourage sustainable access and mitigate residual impacts of vehicles. It states that the goal of a TA is to estimate the impacts of the development and improve accessibility and safety for all modes, putting the focus on public transport, walking and cycling. This guidance leads the methodology that has been utilised in this TA.

2.2 Local Policy and Strategy

Greater Manchester Local Transport Plan 3

2.2.1 The third Local Transport Plan (LTP3) for Greater Manchester sets out the transport strategy and objectives for Greater Manchester from 2011 to 2026.

2.2.2 There is significant support for Northern Hub within the LTP3, with continuous references to the scheme throughout the document in terms of improving connectivity across the North West region and increasing the attractiveness of rail travel.

2.2.3 The LTP3 states that the Northern Hub improvements ‘are critical towards the end of the decade, as this would yield long term economic benefits for the whole area.’

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2.2.4 The following objectives within the LTP3 are of particular relevance to the Piccadilly and Oxford Road Station improvements and the effects of the scheme:

x To ensure that the transport network supports the Greater Manchester economy; x Prioritised investment in cost-effective major transport investment that will create maximum economic benefit; x Delivery of lower carbon transport options; x Increased levels of walking in Greater Manchester; x A network of safe cycle routes in support of increased cycling in Greater Manchester; and x Efficiency and reliability of current networks.

Mayfield Strategic Regeneration Framework (Aug 2013)

2.2.5 The Mayfield Strategic Regeneration Framework (SRF) outlines proposals for a mix used-redevelopment of Mayfield on land bounded by A6 London Road and Fairfield Street. This development would feature 4,800 – 7,800 square metres of office space, 1,330 homes, a hotel, and a public park.

2.2.6 This study, by Bennetts Associates Architects, was commissioned by Manchester City Council, Transport for Greater Manchester, and London & Continental Railways. One of the key purposes of the SRF is to maximise the potential for regeneration opportunities created by Northern Hub. This will help to develop a mutually beneficial scheme. Network Rail has been consulted in the development of this document.

2.2.7 Significant alterations to the transport network were proposed as part of this SRF, including:

x The relocation of the taxi drop-off to the north of Piccadilly station x A new Metrolink concourse and arrival concourse x Possible closure of Fairfield Street and subsequent bus route relocation x Pronounced pedestrian and cycle routes from Mayfield to Piccadilly Station x Alterations of junctions A6/Travis St, A6 / A635, A635 / Hoyle St x Internal traffic connections which are people focused to reduce reliance on the car.

HS2 Manchester Piccadilly Strategic Regeneration Framework (Aug 2013)

2.2.8 The HS2 Manchester Piccadilly Strategic Regeneration Framework (SRF) outlines proposals for the regeneration of the area surrounding Manchester Piccadilly Station in order to maximise the opportunities of the planned High Speed 2 Station.

2.2.9 HS2 is the biggest UK transportation project in generations, providing a high speed rail link between London, Birmingham, Sheffield, Leeds and Manchester, reducing journey times by up to an hour and delivering significant economic benefit to these cities.

2.2.10 To capture these benefits, this SRF outlines the delivery of a multi-modal transport hub, 4,500 new homes, 625,000 square metres of office space, 100,000 square metres of retail space, a hotel, cultural and community buildings, and public spaces.

2.2.11 The proposals include improved pedestrian permeability, which would include crossings underneath the station linking to Mayfield. An improved public transport offering includes a new bus route, with coach parking and taxi layover to the north of the station. Additional bicycle storage will also be delivered.

2.2.12 New roads will be built to provide access to the redeveloped area north of the station. This includes a new boulevard that will link the A6 to the A635, providing a major new

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connector from east to central Manchester. Options of closing Fairfield Street are to be considered as part of the Mayfield redevelopment.

2.2.13 3 new multi-storey car parks are proposed to accommodate the anticipated park and ride demand at the station. Metrolink and the new Platforms 15 and 16 to be delivered as part of Northern Hub are integrated into this framework, with options for repositioning of Metrolink to be considered.

Transport Strategy for Manchester City Centre (November 2010)

2.2.14 The Transport Strategy for Manchester City Centre was produced with the vision of a world class transport network that will support ongoing sustainable growth in the city centre, identifying key transport policies and interventions.

2.2.15 In particular, developments at Piccadilly Gateway and Eastern Gateway would provide thousands of jobs and improved connectivity from Piccadilly Station as a result of the station improvements would facilitate this, whilst a further key objective is to deliver improved connectivity on the Oxford Road corridor. Overall trips to the city centre are anticipated to increase by a third as a result of employment growth.

2.2.16 Growth in rail patronage to 29,000 by 2020 has been anticipated and the document states the need to secure new rail infrastructure. Peak overcrowding, network capacity and station facilities have all been identified as the key issues facing Manchester City centre, and Northern Hub will contribute to the solution to these, and is specifically supported within the Transport Strategy.

2.2.17 Piccadilly and Oxford Road stations will also specifically benefit from accessibility improvements for other modes of transport, with Cross City Bus delivering improved access to Oxford Road Station for pedestrians, cyclists and bus users. A Manchester cycling strategy will improve linkage to the stations and the city centre.

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3 EXISTING TRANSPORT NETWORK

3.1 Highway Network

Area 1: Manchester Piccadilly Station 3.1.1 Manchester Piccadilly Station is bound by Fairfield Street to the south, Travis Street to the east, Ducie Street to the north and London Road to the west. Store Street runs under Piccadilly station.

3.1.2 The existing highway layout is shown in Figure 3-1.

Ducie Store Street Street

Taxi Rank, Drop off and Short Stay Car Park

Travis Street

Fairfield Street Altrincham Street London Baring Road Street

3.1.3 Fairfield Street is a key strategic route connecting central Manchester to the Inner Relief Road. The taxi rank, short stay car park and drop off area is accessed from Fairfield Street.

3.1.4 Ducie Street is a local road connecting London Road to Great Ancoats Street. Long stay parking and car rental are accessed off Ducie Street. Station Approach is accessed off Ducie Street and is used by metroshuttle buses, service vehicles and police. Access to Station Approach is controlled by barriers (see Figure 3-2).

3.1.5 London Road is a key strategic route connecting the southern side of the City Centre to the Mancunian Way.

3.1.6 Travis Street is a local connector. It connects Great Ancoats Street (which forms part of the Inner Relief Route) with Fairfield Street and London Road. Travis Street is one-way in a south west direction as it passes underneath the McDonald Hotel.

3.1.7 Baring Street is a minor local road. It provides access to businesses and residential apartments. The southern section of Baring Street is one-way in a southbound

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direction. Baring Street is currently used as an ad-hoc queuing area for taxis serving Piccadilly Station.

3.1.8 Altrincham Street is a minor local road that provides access to Manchester University. It is also used as a pedestrian and cycle route between Piccadilly Station and the Oxford Road corridor.

3.1.9 The signalised junction of London Road and Ducie Street contains a number of banned or restricted turns. London Road traffic is only permitted to travel straight ahead. Traffic from Ducie Street is only permitted to turn left onto London Road South. Station Approach can only be accessed by buses and authorised vehicles.

3.1.10 The restricted and banned turning movements are shown in Figure 3-2.

London Road (N)

Ducie Street

Vehicles exiting from One-way Station Approach do Eastbound Only not have any turn restrictions Auburn Street Station Approach London Road (S)

Figure 3-2: London Road / Ducie Street Banned and Restricted Turning Movements

3.1.11 The signalised junction of Fairfield Street and London Road also contains banned right turns for traffic on the London Road approaches. Figure 3-3 shows the banned turns at the junction.

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London Road (N)

Fairfield St (W)

Fairfield St (E)

London Road (S)

3.1.12 The area to the south of Piccadilly provides access to a range of different land uses. A one-way system is in place and properties can only be accessed from the north via Travis Street.

3.1.13 Figure 3-4 shows the access points and highway restrictions.

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Land Use Land Use Unite – Piccadilly Point (Student Electricity Accommodation) with Car Parking on Substation Buxton Street NCP Station – Unite – Piccadilly Point – Car Park Car Park Liverty Living – Mill Point (Student Macdonald Hotel Accommodation) Macdonald Hotel TfGM and FedEx Depot and other – Car Park businesses Vehicle Access Vehicle Exit Points Points Vehicle Access One-way restriction and Exit Points Restricted Access to Authorised Vehicles Only Figure 3-4: Manchester Piccadilly Land Use and Vehicle Access Map

3.1.14 Figure 3-4 shows that Travis Street provides an important access route for a number of businesses and residents.

Area 2: Manchester Oxford Road Station 3.1.15 Manchester Oxford Road Station is bound by Oxford Road to the east and Whitworth Street West to the north.

3.1.16 The highway layout is shown in Figure 3-5.

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Oxford Street

Oxford Road Station Approach Whitworth Street West

Oxford Road Station

Oxford Road

3.1.17 Oxford Road is a key strategic corridor connecting south Manchester with the City Centre. It is a public transport corridor served by a range of bus services. Oxford Road is one-way to the north of Whitworth Street in a northbound direction.

3.1.18 Station Approach is the only vehicle access to the station and is accessed off Whitworth Street West.

3.1.19 Whitworth Street West is a key east to west corridor connecting Manchester Piccadilly to the east with Deansgate to the west.

3.1.20 The Whitworth Street West / Oxford Road junction is a signalised junction. It provides controlled pedestrian crossing facilities across all approach arms.

3.1.21 The Whitworth Street West / Station Approach junction is a left in / left out priority junction. A kerbed central reserve prevents right turns in and out; however it has been observed that some vehicles do turn right into Station Approach despite the kerb.

3.1.22 The Great Marlborough Street / Whitworth Street West junction is a priority junction with Great Marlborough Street giving way to Whitworth Street West.

3.1.23 The Whitworth Street West / Gloucester Street junction is a 3 arm signalised junction.

3.2 Pedestrian and Cycle Facilities

Area 1: Manchester Piccadilly Station 3.2.1 Manchester Piccadilly Station has six pedestrian access points. Pedestrian access points and cycle parking areas are shown on Figure 3-5.

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Elevator to platforms 13 &14

Figure 3-5: Manchester Piccadilly Station Accessibility

3.2.2 Station Approach is at platform level, providing ease of access.

3.2.3 The Fairfield Street / London Road entrance can be accessed via controlled pedestrian crossings at the London Road / Fairfield Street junction. Traffic islands are present on the pedestrian crossings and crossing diagonally is not possible which means the crossing time and distance is relatively long for pedestrians. Figure 3-6 shows the Fairfield Street entrance with associated cycle parking.

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Figure 3-6: Manchester Piccadilly Station Approach Entrance (with cycle parking)

3.2.4 All access points are connected to the city centre pedestrian network, providing a flat and well maintained access between the station and the city centre with adequate pedestrian crossings.

3.2.5 Figure 3-7 provides an overview of the cycle routes in the area around Manchester Piccadilly Station.

3.2.6 Cycle parking is available at Manchester Piccadilly Station on Fairfield Street, in the long stay car park and on Station Approach. A total of 150 cycle parking spaces are available.

3.2.7 National Cycle Network Route 66 runs along Store Street which runs underneath Piccadilly Station. Traffic free routes are available for cyclists entering via both main entrances. There are on-road and off-road cycle routes approaching Manchester Piccadilly Station from all sides, with partial segregation from road traffic. These cycle routes are largely well maintained.

3.2.8 Advanced stop lines are provided for cyclists at the surrounding signalised junctions.

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Figure 3-7: Manchester Piccadilly Station Cycle Routes Source: http://cycling.tfgm.com/maps/districts/8-Manchester-aug2013.pdf (accessed 28th November 2013)

3.2.9 Figure 3-8 shows the cycle parking located off Fairfield Street.

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Figure 3-8: Manchester Piccadilly Station Cycle Parking off Fairfield Street

3.2.10 The highway lighting surrounding Manchester Piccadilly Station, for pedestrians and cyclists is well maintained and provides well lit access to the station.

Area 2: Manchester Oxford Road Station 3.2.11 Pedestrians can access Oxford Road Station via Station Approach. Figure 3-9 shows the main access point at Oxford Road Station, nearby pedestrian crossing facilities and cycle parking.

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Figure 3-9: Manchester Oxford Road Station Accessibility

3.2.12 The entrance is at platform level. The signalised junction at Oxford Road / Whitworth Street West, at the end of Station Approach, provides controlled pedestrian crossing facilities at each arm of the junction.

3.2.13 The Station Approach pavement leading towards Oxford Road station is narrow in places, however pedestrians often use the Station Approach highway for access to the station and the cobbled road style encourages slow vehicle movements.

3.2.14 The Station Approach footway is connected to Oxford Road, providing wider connectivity to the well maintained city centre pedestrian network.

3.2.15 Figure 3-10 provides an overview of the cycle routes in the area around Oxford Road Station. Oxford Road Station cycle parking is limited to a small number of Sheffield stands at the Station Approach / Oxford Road junction (see Figure 3-11).

3.2.16 National Cycle Network Route 6 runs along Whitworth Street West, a 200 feet walk away from Manchester Oxford Road Station. There are many on-road cycle routes nearby including cycle lanes providing direct access to Station Approach. The cycle paths are moderately well maintained. Each of the arms of the signalised Oxford Road / Whitworth Street West junction includes advanced stop lines for cyclists.

3.2.17 The highway lighting surrounding Manchester Oxford Road Station, for pedestrians and cyclists, is well maintained and provides well lit access to the station.

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Figure 3-10: Manchester Oxford Road Station Cycle Routes Source: http://cycling.tfgm.com/maps/districts/8-Manchester-aug2013.pdf (accessed 28th November 2013)

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Figure 3-11: Manchester Oxford Road Station Cycle Parking

3.3 Public Transport Services

Area 1: Manchester Piccadilly Station 3.3.1 Figure 3-12 provides an overview of the public transport services in the area around Manchester Piccadilly station. Manchester Piccadilly Station is situated half a kilometre away from Piccadilly Gardens, the closest major public transport interchange, providing access to bus services travelling to most Manchester destinations. Shudehill Interchange is 1.25km away and also serves most Manchester destinations.

3.3.2 In the immediate Manchester Piccadilly Station proximity there are nine bus stops and one light rail station.

3.3.3 Details of these bus stops and associated services can be seen in Table 3-1. Full details of each individual service are provided in Appendix A, Table A-1.

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9 3 4 10 6 5 7 8

Figure 3-6: Manchester Piccadilly Station Bus Routes Source: http://www.tfgm.com/buses/Documents/Departures/City-Centre.pdf (accessed 16th December 2013)

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Table 3-1: Manchester Piccadilly Station Bus Stops (Surveyed 21st January 2014) Bus Stop Bus Stop Name Services Shelter Seating No 1 Piccadilly Rail Station Free Bus 1 Yes Yes 2 Piccadilly Rail Station Free Bus 3 Yes Yes 173, 192, 192N, 201, London Road Fairfield 3 201N, 203, 203N, 204, Yes Yes Street Stop A 205, 206, 207 Fairfield Street 219, 219N, 220, 221, 4 Piccadilly Station Stop Yes Yes C20 C Piccadilly Station Stop 147, 188, 219, 219N, 5 Yes No D 220, 221, C20 London Road Travis 6 192, 192N, Yes Yes Street 173, 201, 201N, 203, London Road Travis 7 203N, 204, 205, 206, Yes Yes Street 207 192, 192N, 201, 201N, London Road Travis 8 203, 203N, 204, 205, Yes Yes Street 206, 207 Whitworth Street 9 Alighting Only No No London Road Stop B 10 Fairfield Street Alighting Only No No

Manchester Oxford Road Station 3.3.4 Figure 3-13 provides an overview of the public transport services in the area around Manchester Oxford Road Station. Adjacent to the station is one of the busiest bus corridors in Europe. This provides the station with excellent bus accessibility. In the immediate Oxford Road proximity there are eight bus stops. The closest light rail station is half a kilometre away.

3.3.5 Details of these nearby bus stops and associated services are provided in Table 3-2. Full details of each individual bus service can be seen in Appendix A, Table A-2.

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4 5

6 7 2 3 1 8

Figure 3-13: Manchester Oxford Road Station Bus Routes Source: http://www.tfgm.com/buses/Documents/Departures/City-Centre.pdf (accessed 16th December 2013)

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Table 3-2: Oxford Road Station Bus Stops (Surveyed 21st January 2014) Bus Stop Bus Stop Name Services Shelter Seating No 15, 16, 18, 41, 42, 42A, Oxford Road/Hulme 43, 44, 85, 86, 111, 130, 1 Yes Yes Street (D) 143, 157, 250, 253, 263, 291, X57 Oxford Road/Oxford Rd Free Bus 2, 50, 145, 2 No No Stn (C) 191, 197 Oxford Road Station; Free Bus 2, 99, 104, 3 No No Free Bus - 2 105, 109, 112 Whitworth Street West Free Bus 2, 99, 101, 4 Oxford Road Rail Yes No 104, 105, 109, 112 Station Stop A Whitworth Street Great 5 Alighting Only No No Marlborough Street 15, 16, 16A, 18, 41, 42, 42A, 43, 43N, 44, 85, 86, Oxford Road/Oxford Rd 86N, 111, 142, 142N, 6 Yes Yes Stn (B) 143, 143N, 157, 191, 197, 250, 263, 291, X41, X57 Charles Street Oxford 7 147 No No Road 15, 16, 16A, 18, 41, 42, 42A, 43, 43N, 44, 85, 86, Oxford Road/Chester 8 86N, 111, 142, 142N, Yes Yes Street 143, 143N, 147, 157, 191, 197, 250, 263, 291

3.4 Car Parking and Taxi Facilities

Area A: Manchester Piccadilly Station 3.4.1 Figure 3-14 shows the parking restrictions and parking bays in the area around Manchester Piccadilly Station.

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Parking Restriction Street Number of Parking Spaces Single Yellow Double Yellow Taxi Rank Fairfield Street 6 Zone 4 Travis Street 13 Local Buxton Street 10 (Unspecified) No Markings NCP Station Car Park Travis Street 62 Figure 3-14: Manchester Piccadilly Station Parking Restrictions and Car Parks

3.4.2 Figure 3-17 shows the existing taxi rank location at Manchester Piccadilly Station. It has been observed that the designated on-street taxi rank allows insufficient space for the number of taxis wishing to pick up passengers at Manchester Piccadilly Station. The backlog of taxis caused as a result of this can be seen Figure 3-18 and Figure 3- 19. A backlog of 28 taxis was observed on 4th February 2014 at 09:30 in the backlog area as marked in Figure 3-17.

3.4.3 Figure 3-20 shows the internal taxi rank, pick-up and drop-off and short stay car parking arrangements at Manchester Piccadilly Station. The internal taxi rank is controlled by a barrier that allows only authorised taxis to pick up passengers. A separate area is available for public pick-up and drop-off, disabled and short stay car parking. The taxi rank and the pick-up and drop-off area can be seen in Figure 3-21 and the disabled only and short stay car parking can be seen in Figure 3-22.

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Figure 3-18: Manchester Piccadilly Designated Taxi Rank on Fairfield Street

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Figure 3-19: Manchester Piccadilly Taxi Rank Backlog on Buxton Street

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Taxi and Parking Designation Number of Parking Spaces Internal Taxi Rank 20* Pick-up and Drop-off 10-12* Disabled Only 3 Short Stay Car Park 44 *Approximate - not designated Figure 3-20: Manchester Piccadilly Taxi Rank and Parking Layout

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Pick-up and Drop-off

Internal Taxi Rank

Figure 3-21: Manchester Piccadilly Station Internal Taxi Rank and Pick-up and Drop- off

Short Stay Car Parking

Disabled Only

Figure 3-22: Manchester Piccadilly Station Disabled Only and Short Stay Car Parking

Area B: Manchester Oxford Road Station 3.4.4 Figure 3-15 shows the parking restrictions in the area around Manchester Oxford Road Station.

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Parking Restriction Street Number of Parking Spaces Single Yellow Double Yellow Whitworth Street Zone 1 47 West Cambridge Street 20 Hulme Street 10 Great Marlborough Zone 3 17 Street New Wakefield 3 Street Zone 4 Hulme Street 6 Whitworth Street 2 Car Club West Cambridge Street 2 Taxi Rank Great Marlborough 3 Disabled only Street Station Approach 4 Train Station Staff Station Approach 8 Only - Permit Only No Markings Figure 3-15: Manchester Oxford Road Station Parking Restrictions

3.4.5 Figure 3-16 shows the limited parking availability at Manchester Oxford Road Station. There is no public short or long stay car parking but there are 4 disabled car parking spaces available, which are located on Station Approach.

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Station Approach

Parking Restriction Street Number of Parking Spaces Double Yellow Disabled Only Station Approach 4 Train Station Staff Station Approach 8 Only - Permit Only No Markings Figure 3-16: Manchester Oxford Road Station Approach Parking Availability

3.4.6 Figure 3-21 shows the existing taxi rank location at Manchester Oxford Road station. This taxi rank can be seen in Figure 3-22.

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Figure 3-22: Manchester Oxford Road Taxi Rank

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4 EXISTING TRANSPORT CONDITIONS

4.1 Data

4.1.1 The TA has been informed by traffic surveys undertaken during the week commencing 3rd February 2014 and from outputs from the Greater Manchester (GM) SATURN model.

4.1.2 Full details of the traffic surveys are provided in the Manchester Piccadilly Traffic Survey Report provided in Appendix F.

4.2 Highway Network

Area 1: Manchester Piccadilly Station 4.2.1 Traffic surveys recorded the traffic flows and turning counts at key junctions in the vicinity of Piccadilly Station.

4.2.2 The surveys identified that the traffic peak hours at Piccadilly Station are:

x AM Peak Hour: 0900 - 1000; x Inter-Peak: 1145 - 1245; and x PM Peak Hour: 1645 - 1745.

4.2.3 The results show that there are high traffic flows around Manchester Piccadilly Station, particularly along London Road, Fairfield Street and Travis Street where there are peaks of 687, 561 and 259 vehicles per peak hour respectively. The Travis Street peak is due to vehicles turning from eastbound Fairfield Street to northbound Travis Street. The traffic flows can be seen in Appendix B. Further details on this can be seen in Chapter 5, ‘Manchester Piccadilly Traffic Survey Report’.

4.2.4 Figure 4-1, 4-2 and 4-3 show the highest AM, inter and PM peak traffic movements around Manchester Piccadilly Station on an average, neutral weekday. They show traffic movements where there are over 100 vehicles per peak hour. The most frequent traffic movements can be seen to take place mainly on London Road, Fairfield Street and Travis Street. Further details on this can be seen in Chapter 6, ‘Manchester Piccadilly Traffic Survey Report’.

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Figure 4-1: Manchester Piccadilly Station - Highest AM Peak Traffic Movements

Figure 4-2: Manchester Piccadilly Station - Highest Inter Peak Traffic Movements

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Figure 4-3: Manchester Piccadilly Station - Highest PM Peak Traffic Movements

4.2.5 The survey found the weekend peak was variable at the different traffic count locations, but tended to be later than the weekday peaks, with more emphasis on a PM peak than an AM peak. The Manchester Piccadilly Station exit road had weekend peaks of 180 vehicles per hour at 1900 on the Saturday and 189 per hour at 2100 on the Sunday. The Dropoff/Pickup Zone Exit Lane recorded two peaks on each of Saturday and Sunday. Peaks of 153 at 1100 and 126 at 1700 were observed on the Saturday, whereas peaks of 154 at 1100 and 149 at 1700 were observed on the Sunday. At the Station Entry Lane, a peak was observed at 1900 on Saturday and Sunday, of 378 and 363 respectively. On Fairfield Street Saturday peaks were observed on the eastbound and westbound at 1900, of 467 and 471 respectively. On the Sunday, an eastbound peak was observed of 469 at 1900, whereas the westbound peaks were observed to be 394 at 1400 and 380 at 1900.

Area 2: Manchester Oxford Road Station 4.2.6 Traffic flows from the GM 2012 SATURN model have been analysed for the area around Manchester Oxford Road Station.

4.2.7 Figure 4.4 shows the baseline SATURN 2012 traffic flows around Manchester Oxford Road Station at AM weekday peak. It shows Oxford Road and Oxford Street have high northbound traffic flows, with 904 vehicles and 827 vehicles, respectively. The southbound route on Oxford Road shows a significantly lower flow of vehicles, but a high percentage, 57%, of heavy vehicles. This is due to restrictions to vehicles at the Whitworth Street / Oxford Road junction. High traffic flows can also be seen westbound along Whitworth Street, with between 329 and 431 seen adjacent to Manchester Oxford Road Station. The flows eastbound are also relatively high, with between 255 and 363 vehicles at the AM peak hour. Other routes show less significant levels.

4.2.8 Figure 4.5 shows the baseline SATURN 2012 traffic flows around Manchester Oxford Road Station at AM weekday peak. It shows Oxford Road and Oxford Street again have high northbound traffic flows, with 719 vehicles and 645 vehicles, respectively.

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Whitworth Street shows high traffic flow in both directions, with between 255 and 387 vehicles at the PM peak hour.

Figure 4-4: SATURN Traffic Flows around Manchester Oxford Road Station at AM Weekday Peak (08:00-09:00) in 2012

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Figure 4-5: SATURN Traffic Flows around Manchester Oxford Road Station at PM Weekday (17:00-18:00) Peak in 2012

4.3 Walking and Cycling

Area 1: Manchester Piccadilly Station 4.3.1 The traffic surveys recorded the number of pedestrians crossing the roads at the surveyed junctions. The results have enabled the key desire lines to be identified.

4.3.2 The results show that the main desire line from Piccadilly is to and from Piccadilly Gardens. There is also a strong desire line towards the west and Manchester University. The junctions of Fairfield Street / London Rd and Ducie Street / London Road are key conflict points for pedestrians accessing the station.

4.3.3 A limited number of pedestrians currently approach Piccadilly from the south and east.

4.3.4 Figures 4-6 and 4-7 show the AM and PM peak pedestrian crossing desire lines.

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Key No. of Pedestrian Crossings 50

2000

Figure 4-6: Manchester Piccadilly Station Pedestrian Crossing Desire Lines – AM Peak Hour

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Key No. of Pedestrian Crossings 50

2000

Figure 4-7: Manchester Piccadilly Station Pedestrian Crossing Desire Lines – PM Peak Hour

4.3.5 A low number of cycle trips were observed on the immediate highway network surrounding Manchester Piccadilly Station. The cycle counts can be seen in Appendix C. As the number of cycle trips was low, there is no further detail on cycling.

Area 2: Manchester Oxford Road Station 4.3.6 Observations have been made on site visits to the study area. This has shown that high levels of pedestrian flows can be found at all arms of the Oxford Road / Whitworth Street junction, especially at the AM and PM peak hours. Pedestrian flows are low across and along Gloucester Street. This junction provides a conflict for pedestrians accessing Manchester Oxford Road Station.

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4.4 Taxi Operations

Area 1: Manchester Piccadilly Station 4.4.1 Section 3.4 analysed the existing taxi network at Manchester Piccadilly Station. It found that there is a backlog of taxis queuing beyond the designated taxi rank / waiting area. This backlog extends along Baring Street and Buxton Street.

4.4.2 At the request of TfGM, ANPR surveys were undertaken at Piccadilly Station in order to develop an understanding of taxi movements through the area. The ANPR survey methodology was agreed with TfGM and MCC.

4.4.3 The ANPR survey includes data on the number of vehicles entering and exiting the taxi rank. The key findings were:

AM Peak: x 143 taxis travel Eastbound along Fairfield Street, from the South Pump Street junction, to the taxi rank x 77 taxis exit the taxi rank exit and return to the taxi rank entrance x 71 travel Westbound along Fairfield Street Inter Peak: x 74 taxis travel Eastbound along Fairfield Street from the South Pump Street junction to the taxi rank PM Peak: x No significant taxi movements

4.4.4 It can be assumed that the 77 taxis recorded exiting the taxi rank and returning to the taxi rank entrance during the AM peak are taxis returning to pick up further passengers, but that must use Baring Street and Buxton Street to queue in the observed taxi rank backlog to do so. This is also likely to apply to taxis arriving from other locations, such as the 143 taxis recorded at the AM peak travelling eastbound along Fairfield Street, from the South Pump Street junction, to the taxi rank.

4.5 Committed Transport Schemes and Developments

4.5.1 During the development of the Scheme regular engagement with the Manchester Regional Portfolio Manager has been undertaken to ensure that an understanding of the overlaps with other major schemes in the Regional Centre is developed.

4.5.2 The City Centre location means that development plans can change quickly. Future engagement with MCC and TfGM and attendance at fortnightly City Centre Traffic Management Meetings will ensure that the impact of the project can be minimised.

4.5.3 The following schemes will impact upon both Manchester Piccadilly and Oxford Road Stations:

x Metrolink 2nd City Crossing o construction at same time as OXPICC x Cross City Bus (2014-2016) o construction will overlap with utilities diversions

4.5.4 The Mayfield Depot (opposite Manchester Piccadilly Station) has planning permission to be converted to an event venue. Further consultation is required with the Mayfield developers to ensure that the impact of construction works is minimised and that safety is not compromised.

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4.5.5 CS developments have submitted a planning application for a large residential development off Cambridge Street (behind Oxford Road Station). Construction may take place at the same time as the works at Oxford Road Station. The impact assessment later in this TA takes into account the findings of the Cambridge Street Development Transport Assessment written by SKTP.

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5 CONSTRUCTION PROPOSALS

5.1 Construction Overview

5.1.1 Construction is programmed to take place between January 2016 and December 2018. Utilities diversions are required prior to the main construction phase and will be undertaken between January 2015 and December 2015. Utilities diversions will take place using staged lane closures. No full road closures will be required.

5.1.2 OLE installations are required along the railway line between Deansgate and Piccadilly and up to Travis Street. This will require various over night / weekend closures. Network Rail will co-ordinate with MCC to minimise the impact.

5.2 Construction Programme and Staffing

5.2.1 To provide a robust assessment of the construction impact an estimate of the levels of staffing has been made and is shown in Table 5-1.

Table 5-1: Peak Construction Staff Construction Oxford Road Daily Piccadilly Daily Combined Activity Construction Construction Construction Workers Workers Workers Foundations 68 107 175 Piers 81 102 183 Highways 26 98 124 Platforms Civil’s 66 146 212 Bridge 56 87 143 Possession Works 81 111 192

5.3 Construction Compounds and Routes

5.3.1 In order to complete the construction works a number of site compounds have been identified. The compound locations have been identified based on their proximity to the main construction sites and their access to the train line. The following section describes each compound site.

5.3.2 Figure 5-1 provides an overview of the compound locations.

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D C

Figure 5-1: Overview of Compound Locations

5.3.3 Table 5-1 provides an overview of the usage of each compound.

Table 5-1: Compound Summary Compound Usage A. Part occupation of the former Mayfield Primary compound for Piccadilly Station works Station (Chamber 1), former platform area including staff car parking for Piccadilly and and designated staff car parking under Oxford Rd construction staff. Piccadilly Station. B. York Street Euro Car Park Compound Storage and access to undertake OLE replacement gantry works. C. Cambridge Street Compound Primary compound for Oxford Road Station works. D. Albion Street Compound HGV holding area for deliveries to site. Area for alternative parking for residents affected by proposed works on Whitworth Street West.

Compound A: Mayfield Depot

5.3.4 Compound 1 is located at the Mayfield Depot. Compound 1 will act as the staff compound for works at Oxford Road and Piccadilly and will provide a storage area for materials and small plant.

5.3.5 Access for staff and small deliveries will be from the rear of the building with access from Hoyle Street. HGV access will be provided from the entrance off Fairfield Street.

5.3.6 Compound 1 is located close to Piccadilly Station which provides good access to public transport (Trains, Metrolink and Buses) for construction workers.

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5.3.7 A staff shuttle bus will be provided to transport construction staff to the Oxford Road site.

5.3.8 Figure 5-2 shows Compound A with associated vehicle and pedestrian access points.

Key Vehicle Access Route Vehicle Egress Route Pedestrian Access / Egress from Piccadilly Station

Figure 5-2: Compound A Layout and Access Routes

5.3.9 It is recommended that no more than 50 parking bays are provided for construction staff. Cycle storage facilities should also be provided.

Compound B: York Street NCP Car Park

5.3.10 Compound B will be used as an access area for the installation of OLE equipment between Oxford Road and Piccadilly. It will provide a materials laydown area with staff facilities. Construction staff parking will be limited.

5.3.11 Figure 5-3 shows the compound layout and access points.

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Key Vehicle Access Route Vehicle Egress Route Figure 5-3: Compound B Layout and Access Routes

Compound C: Cambridge Street

5.3.12 Compound C is located on the western side of Cambridge Street. This area is currently being used as a compound for the First Street development. Figure 5-4 shows the proposed routes to and from the compound.

Key Vehicle Access Route Vehicle Egress Route

Figure 5-4: Compound C and Compound D Layout and Access Routes

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Compound D: Albion Street HGV Holding Area

5.3.13 Compound D is to be used as a holding area for Heavy Goods Vehicles accessing the Oxford Road site.

5.3.14 Compound D will also be used as temporary parking during periods when access to Whitworth Street West is restricted.

5.4 Construction Proposals – HGV Movements

5.4.1 HGV trips will be required to supply construction materials for the construction and to remove materials from site.

5.4.2 Using the proposed works programme an estimate of the number of HGVs required has been produced.

5.4.3 Figure 5-5 shows the required number of daily HGV movements to site broken down into 3 month construction periods.

Figure 5-5: Average Number of HGV trips per day by construction period

5.4.4 Figure 5-5 shows that the peak of HGV arrivals occurs during Period 4, at both sites. At the peak of construction there will be 28 daily deliveries to site split evenly between Piccadilly and Oxford Road. Overall, the Piccadilly construction site is expected to receive more HGV arrivals than Oxford Road over the 13 periods.

5.5 Construction Proposals – Required Temporary Road Closures

5.5.1 The construction phase will require a number of temporary road closures. A full list of the required closures is provided in Table 5-2.

5.5.2 The main closures are required along Fairfield Street, Whitworth Street West and Gloucester Street. These closures are described in detail below.

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5.5.3 Fairfield St, Travis Street and Baring Street – Due to the construction of the Platforms 15 and 16 above Fairfield Street and the realignment of the highway a number of closures of Fairfield Street are required. In order to minimise the impact it is proposed to introduce a closure of Fairfield St, Travis Street and Baring Street for the duration of construction. The required closures are shown in Figure 5-6.

Key Required Temporary Closure Required Permanent Closure

Figure 5-6: Required Construction Road Closures

5.5.4 Whitworth Street West – The southern side of the carriageway between Albion Street and Great Marlborough Street will require various closures in order to allow for the construction of the widened viaduct.

5.5.5 Two traffic management options are available:

Option 1 – Remove on-street parking bays and cycle lane and maintain 2 way traffic.

Option 2 – One-way traffic – possibly westbound only. Maintain parking bays?

5.5.6 Gloucester Street – This will be closed for the full construction period between Gloucester Street Bridge and Whitworth Street West. Access to Hotspur Press will be maintained during the closure.

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Table 5-1: Temporary Road Closures Required During Construction Location Required Closures Indicative Dates Junction of Gloucester Street and Full junction closure 4 Days (Dec 2016) Whitworth Street West 17 days (July 2017) Whitworth Street West / Albion Temporary traffic management may be required at junction to Full construction period. Street allow HGVs to access Whitworth Street West. Whitworth Street West Southern side of carriageway between Albion Street and Utilities: Jan 2015 – Dec 2015 Great Marlborough Street. Either one-way system of full Construction: Jan 2016 (approx 36 months) closure. Various staged closures. Whitworth Street West Full closure of Whitworth Street West between Albion Street 4 * 3 day closures and Great Marlborough Street. 1 * 5 day closure 1 * 4 day closure 1 * 20 day closure during Oxford Rd blockade (timing to be discussed with MCC) Gloucester Street Full closure of Gloucester Street bridge during construction. Jan 2016 (approx 36 months) Various locations for night time Full road closure 1 night time closure per road. closures for OLE and signal gantry installations Oxford Road Station Approach Full closure During station possessions. Altrincham Street Limited access during construction phase. Full construction period. Fairfield Street Full closure between Temperance Street and Taxi drop off / 2 options: short stay car park at Piccadilly Closure for construction duration or several staged closures during construction. Baring Street Full closure and realignment of Baring Street highway Closure for full construction period. between Fairfield Street and Travis Street. Travis Street Full closure between Sheffield Street and Wyre Street. Closure for full construction period. Access to the Star and Garter will be retained. Temperance Street Permanent stopping up of access to / from Temperance Permanent closure. Street from Fairfield Street. Oxford Road Partial lane closure, southbound from Palace Hotel to Short term closures TBC. Timings can be flexible for Charles Street. example off-peak works.

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Table 5-2: Required Permanent Road Closures and Layout Amendments Location Required Changes Justification Temperance Street Permanent stopping up of access to / from Temperance Closure required to accommodate new structure. Street from Fairfield Street. Junction of Fairfield Street and Realignment of junction. Change from signalised to give- Realignment of highway required to accommodate new Travis Street way for Travis Street approach. piers. Baring Street between Fairfield Realignment of highway. Conversion to taxi only (one-way, Realignment of highway required to accommodate new Street and Travis Street northbound only). piers. Altrincham Street Closed to vehicles. Will still be accessible by pedestrians Required to support the new structure. and cyclists Whitworth Street West Realignment and narrowing of highway between Great Closure required to accommodate new structure. Marlborough Street and Albion Street. Junction of Gloucester Street and Realignment of Whitworth Street West. Removal of Closure required to accommodate new structure. Whitworth Street West Whitworth Street West right turn lane. Echo Street Closed to vehicles. Closure required to accommodate new structure.

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5.6 Construction Proposals – Staff Parking and Travel

5.6.1 Staff parking will be located at Compound 1 (Mayfield Depot) for workers on both Oxford Road and Piccadilly. A shuttle bus will transfer staff to their worksites. There will be limited parking available at the other construction compounds.

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6 OPERATIONAL PROPOSALS

6.1 Operational Overview

6.1.1 This Chapter sets out the operational proposals.

6.2 Operational Proposals - Highway Network

Area 1: Manchester Piccadilly Station 6.2.1 The highway along Fairfield Street will be realigned to accommodation the piers required to support the new structure. The realignment will help to reduce vehicle speeds and make the area more pedestrian and cycle friendly.

6.2.2 The junction of Baring Street and Fairfield Street will be converted to a priority junction. The junction of Travis Street and Fairfield Street will be reduced from a 4- arm signalised junction to a 3-arm signalised junction.

6.2.3 The stretch of Baring Street between Travis Street and Fairfield Street will be designated as Taxi only and will be used as an overflow waiting area for taxis serving Piccadilly.

6.2.4 The proposed layout is shown in Figure 6-1.

Taxi Only

Figure 6-1: Fairfield Street / Travis Street Final Highway Layout

6.2.5 The widening of the viaduct over Altrincham Street will require Altrincham Street to be permanently closed to vehicles. Echo Street will also be closed to vehicles.

6.2.6 Cycle and pedestrians will still be able to use Altrincham Street.

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Area 2: Oxford Road Station 6.2.7 The widening of the existing viaduct into Whitworth Street West has resulted in less space available for the highway. The removal of on-street parking bays will limit the impact of the operation of the highway and provide space for cycle lanes and footways.

6.2.8 Due to the limited amount of highway width available the right turn from Whitworth Street West into Gloucester Street has been removed.

6.2.9 The proposed layout is shown in Figure 6-2.

Figure 6-2: Gloucester Street / Whitworth Street West Final Highway Layout

6.3 Operational Proposals - Walking and Cycling

Area 1: Manchester Piccadilly Station 6.3.1 The realigned highway ensures a more pedestrian and cycle friendly environment is created. Cycle lanes will be created on both sides of Fairfield Street between Travis Street and London Road. A pedestrian phase will be included at the traffic signals at the junction of Fairfield Street and Travis Street.

6.3.2 A raised platform will be provided across Fairfield Street.

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Area 2: Manchester Oxford Road Station 6.3.3 The removal of on-street parking provides an opportunity for constructing improved cycle lanes along Whitworth Street West. The removal of on-street parking will create a safer environment for cyclists.

6.4 Operational Proposals - Public Transport

6.4.1 There are no proposed changes to Public Transport provision in the surrounding area as a result of the scheme other than the improved service offering at Manchester Piccadilly and Manchester Oxford Road stations.

6.5 Operational Proposals - Taxi Operations

Area 1: Manchester Piccadilly Station 6.5.1 A formal taxi queuing area will be created along Baring Street between Fairfield Street and Travis Street (shown on Figure 6-1). The operation of the current taxi pick up area will not be changed.

Area 2: Manchester Oxford Road Station 6.5.2 There will be no changes to taxi provision at Oxford Road Station.

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7 CONSTRUCTION IMPACT ASSESSMENT

7.1 Method of Assessment

7.1.1 The section assesses the impact of the construction phase on all transport users. This assessment does not take into account modal shift as a result of the improved rail services provided by the scheme.

7.2 Construction Impact – Highway Network

7.2.1 The impact of construction on the highway network has been undertaken using the 2016 GM SATURN Model supplied and maintained by TfGM.

7.2.2 The 2016 GM SATURN Model contains a number of future year network changes such as Cross City Bus and 2nd City Crossing. It also takes account of predicted growth in background vehicle levels.

7.2.3 The peak hours assessed by the models are:

x AM Peak Hour – 08:00 to 09:00 x PM Peak Hour – 17:00 to 18:00

7.2.4 In order to provide a robust assessment of the construction impact the ‘worst case’ construction scenario has been assessed. This includes the peak level of construction trips generated by construction staff and HGV movements. It also assumes that the following road closures will be in place:

x Whitworth Street West between Oxford Road and Gloucester Street x Gloucester Street between Cambridge Street and Whitworth Street West x Fairfield Street between Temperance Street and London Road x Travis Street between Fairfield Street and London Road

7.2.5 A right turn from London Road (N) to Fairfield Street (W) has been included in the future year models as this is part of the Cross City bus proposals.

Staff Construction Trips

7.2.6 Due to the central location and the availability of nearby public transport services it is assumed that a number of construction staff will travel to site via public transport. To take this and car sharing into account it is assumed that on average three workers will arrive per vehicle.

7.2.7 At the peak of construction there will be 212 workers on site. This will result in 71 trips to site (212 / 3).

7.2.8 It is assumed that construction workers will arrive at site between 0730 and 0930. Within this period it is assumed that 50% will arrive between 0800 and 0900, 25% between 0730 and 0800 and 25% between 0900 and 0930.

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7.2.8.1 It is assumed that construction workers will leave the site between 1630 and 1830. Within this period it is assumed that 50% will leave between 1700 and 1800, 25% will leave between 1630 and 1700 and 25% between 1800 and 1830. Table 7-1 provides a summary of the staff arrivals and departures at Compound 1.

7.2.9 These trips have been added to a zone on Fairfield Street. The trips have been distributed using the same distribution as an existing city centre zone.

Table 7-1: Assumed Construction Staff Arrivals and Departures Time Period Assumed Percentage of Number of Vehicles Workers

0730 – 0800 25% 18

0800 – 0900 (peak hour) 50% 36

0900 – 0930 25% 18

1630 – 1700 25% 18

1700 – 1800 50% 36

1800 – 1830 25% 18

HGV Construction Trips 7.2.10 HGV trips have been added to the GM SATURN model using fixed routes (bus routes). This ensures that HGV traffic can be modelled using the proposed construction routes.

7.2.11 At the peak of construction it is estimated that there will be 14 HGV trips to Oxford Road and 14 HGV trips to Piccadilly. In order to assess the worst case it has been assumed that in the peak hour there will be 2 HGV trips to Oxford Road and 2 HGV trips to Piccadilly.

7.2.12 In order to represent internal trips within the AM and PM Peak hour models 2 light trips have been added between Compound 1 and all other compound locations.

Impact Assessment 7.2.13 The closure of Fairfield Street, Baring Street and Travis Street (as indicated on Figure 5-6) will require mitigation measures to maintain access for residents and businesses in the area to the south of Fairfield Street. Mitigation measures are described in Chapter 9.

7.2.14 The required road closures along Fairfield Street and Whitworth Street West cause a large amount of reassignment of traffic in the city centre. Figure 7-1 and Figure 7.2 show the change in traffic flow across Manchester during the construction phase.

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Fairfield Street Whitworth Street West Chancellor Lane

Mancunian Way

Key Increase in Flow during Construction Phase

Decrease in Flow during Construction Phase

Figure 7-1: AM 2016 Peak Construction Highway Re-assignment

Fairfield Street Whitworth Street West Chancellor Lane

Mancunian Way

Key Increase in Flow during Construction Phase

Decrease in Flow during Construction Phase Figure 7-2: PM Construction Highway Re-assignment

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7.2.15 Both the AM and PM reassignment follows a similar pattern. The Mancunian Way acts as the main diversion route, with a shift of trips away from the City Centre towards the Inner Ring Road. A number of trips also re-route towards Chancellor Lane.

7.2.16 The full results are provided in Appendix D, with the change in flows provided in tables in Appendix E.

7.3 Construction Impact - Walking and Cycling

Area 1: Manchester Piccadilly Station 7.3.1 Fairfield Street is designated as a road with Cycle Facilities by TfGM. It does not form part of the National Cycle Route. Traffic surveys have indicated that there are a low number of cyclists currently using Fairfield Street. It is proposed to provide a signed diversion route along Sheffield Street and Boad Street for cyclists wishing to access the city centre.

7.3.2 During the construction works signposted, safe and accessible pedestrian routes will be provided when footways are closed.

Area 2: Manchester Oxford Road Station 7.3.3 National Cycle Route 6 is located along Cambridge Street, Gloucester Street and Whitworth Street West before joining Liverpool Road. The closure of Gloucester Street and Whitworth Street West will require the route to be diverted. A proposed alternative route along Hulme Street, Oxford Road and Great Bridgewater Street before re-joining the existing route at Liverpool Road has been proposed. It is important that the status of other construction works in the surrounding area is taken into account before agreeing and setting up the final diversion route.

7.3.4 During the construction works signposted, safe and accessible pedestrian routes will be provided when footways are closed.

7.4 Construction Impact - Public Transport

Area 1: Manchester Piccadilly Station 7.4.1 Bus services along Fairfield Street will need to be diverted during the construction phase. Discussions with bus service providers are required prior to the construction phase to enable the most suitable diversion route to be used. A proposed diversion route is provided in Figure 7-3. Swept path analysis has been undertaken to ensure that this route is suitable for double decker buses.

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Figure 7-3: Proposed Fairfield Street Bus Diversion Route

Area 2: Manchester Oxford Road Station 7.4.2 Bus services that currently use Whitworth Street West and Gloucester Street will need to be diverted during the construction phase. It is proposed that services route via an alternative parallel route such as along Portland Street and Chepstow Street.

7.5 Construction Impact - Taxi Operations

Area 1: Manchester Piccadilly Station 7.5.1 The required closure of Fairfield Street and Baring Street means that the current informal taxi queuing area will no longer be available. This may lead to taxis finding alternative streets to wait on.

7.5.2 In order to minimise the impact various options to provide additional taxi capacity have been identified.

7.5.3 A formal queuing area could be created along Fairfield Street whilst Fairfield Street is closed in the construction phase. Along with the widening of the existing queuing area under Piccadilly Station this will increase the formal queuing area by 24 taxis.

7.5.4 The existing short stay car park under Piccadilly could be removed and used as a taxi waiting area.

7.5.5 These options should be developed further during the development of the Construction Traffic Management Plan.

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8 OPERATIONAL IMPACT ASSESSMENT

8.1 Method of Assessment

8.1.1 The operational impact assessment has used the GM SATURN model to assess the changes in traffic flow across the city centre. Global TEMPRO growth factors have been applied to the 2016 base to provide the future year forecast years.

8.1.2 The following years have been assessed using the GM SATURN model:

x 2018 Opening Year x 2033 15 Years after opening

8.1.3 The changes to the highway network are minor from a capacity perspective and will cause a limited amount of re-assignment.

8.1.4 The removal of the right turn lane from Whitworth Street West to Gloucester Street has been assessed using LinSIG junction assessment software.

8.2 Operational Impact – Highway Network

8.2.1 The operational phase has a limited impact upon the highway network. Changes in traffic flows are provided in Appendix E. The results show that there is minimal reassignment of flows as a result of the minor highway changes.

8.2.2 LinSIG junction assessment software has been used to provide a detailed assessment of the operation of the Whitworth Street West / Gloucester Street to assess the impact of the removal of the right turn lane from Whitworth Street West.

8.2.3 A Transport Assessment written by SKTP for a residential development along Cambridge Street has informed the LinSIG assessment as the new development may have a cumulative impact. To ensure a consistent assessment traffic data used in the Cambridge Street assessment has been used. The LinSIG assessment considers the impact of the change to the junction layout with and without the additional traffic generated by the Cambridge Street development.

8.2.4 The following scenarios have been assessed:

x 2016 Do Nothing without Cambridge Street Development

x 2016 Do Nothing with Cambridge Street Development

x 2016 Do Something (with right turn lane removed) without Cambridge Street Development

x 2016 Do Something (with right turn lane removed) with Cambridge Street Development

8.2.5 Table 8.1 shows the LinSIG results for the AM peak hour. Table 8.2 shows the results for the PM peak hour.

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Table 8.1: AM Peak Hour LinSIG Results AM 2016 Do Nothing Without Cambridge Street Development Delay (seconds / Mean Max Approach Deg Sat PCU) Queue (PCU) Whitworth Street West (East) 52.6% 15.1 7.4 Gloucester Street (South) Left Turn 27.7% 29.4 1.9 Gloucester Street (South) Right Turn 52.0% 32.9 4.3 Whitworth Street West (West) 37.0% 13.7 4.3 AM 2016 Do Nothing With Cambridge Street Development Delay (seconds / Mean Max Approach Deg Sat PCU) Queue (PCU) Whitworth Street West (East) 57.7% 17.4 8.4 Gloucester Street (South) Left Turn 29.8% 27.4 2.2 Gloucester Street (South) Right Turn 56.5% 31.7 5.2 Whitworth Street West (West) 48.1% 16.4 5.9 AM 2016 Do Something Without Cambridge Street Development Delay (seconds / Mean Max Approach Deg Sat PCU) Queue (PCU) Whitworth Street West (East) 49.8% 14.8 9.2 Gloucester Street (South) Left Turn 31.8% 32.6 2.0 Gloucester Street (South) Right Turn 59.7% 38.1 4.8 Whitworth Street West (West) 60.6% 24.3 9.1 AM 2016 Do Something With Cambridge Street Development Delay (seconds / Mean Max Approach Deg Sat PCU) Queue (PCU) Whitworth Street West (East) 51.0% 13.6 8.2 Gloucester Street (South) Left Turn 40.1% 34.9 2.6 Gloucester Street (South) Right Turn 76.0% 47.9 6.8 Whitworth Street West (West) 75.1% 28.0 11.0

8.2.6 The AM results show that in both Do Nothing scenarios all approaches to the junction operate well within capacity. The Gloucester Street approach suffers the greatest level of delay.

8.2.7 In the Do Something scenarios the junction operates within capacity without the Cambridge Street Development. Once the Cambridge Street Development flows are added the capacity approaches 76% on the Gloucester Street approach and 75.1% on the Whitworth Street West (West) approach. This is approaching congested conditions. Traffic approaching from Gloucester Street would suffer an average of 47.9 seconds delay.

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Table 8.2: PM Peak Hour LinSIG Results PM 2016 Do Nothing Without Cambridge Street Development Delay (seconds / Mean Max Approach Deg Sat PCU) Queue (PCU) Whitworth Street West (East) 56.1% 12.7 9.9 Gloucester Street (South) Left Turn 41.6% 40.3 2.1 Gloucester Street (South) Right Turn 56.5% 43.2 3.4 Whitworth Street West (West) 24.8% 10.2 3.0 PM 2016 Do Nothing With Cambridge Street Development Delay (seconds / Mean Max Approach Deg Sat PCU) Queue (PCU) Whitworth Street West (East) 68.0% 15.1 13.6 Gloucester Street (South) Left Turn 50.5% 42.9 2.6 Gloucester Street (South) Right Turn 68.7% 49.4 4.5 Whitworth Street West (West) 30.1% 11.2 3.8 PM 2016 Do Something without Cambridge Street Development Delay (seconds / Mean Max Approach Deg Sat PCU) Queue (PCU) Whitworth Street West (East) 56.1% 12.7 9.9 Gloucester Street (South) Left Turn 41.6% 40.4 2.2 Gloucester Street (South) Right Turn 56.5% 43.3 3.6 Whitworth Street West (West) 47.8% 17.9 5.7 PM 2016 Do Something With Cambridge Street Development Delay (seconds / Mean Max Approach Deg Sat PCU) Queue (PCU) Whitworth Street West (East) 67.2% 15.1 14.2 Gloucester Street (South) Left Turn 53.1% 45.8 3.1 Gloucester Street (South) Right Turn 72.4% 54.5 5.3 Whitworth Street West (West) 71.9% 30.1 9.4

8.2.8 The PM results show a similar pattern with the junction operating well within capacity.

8.3 Operational Impact - Walking and Cycling

Area 1: Manchester Piccadilly Station 8.3.1 The realignment of the highway will reduce traffic speeds and provide a safer environment for pedestrians and cyclists. Improved cycle lanes will be provided along Fairfield Street.

Area 2: Manchester Oxford Road Station 8.3.2 The removal of on-street parking bays will provide space for cycle lanes along Whitworth Street West.

8.4 Operational Impact - Public Transport

8.4.1 Other than the increased rail operations as a result of the delivery of Northern Hub there will be no operational impact on Public Transport services as a result of the Scheme.

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8.5 Operational Impact - Taxi Operations

8.5.1 Taxi operations will not be affected during the operational phase.

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9 CONCLUSIONS

9.1 Mitigation

9.2 A Green Travel Plan will be prepared for implementation during the construction phase. This will incorporate staff travel policies for travel to, from and between compounds. The objective of the Green Travel Plan is to achieve an average of three construction workers per vehicle, in line with the TA assumptions. Policies are likely to include a minibus to shuttle staff between compounds.

9.3 A Construction Traffic Management Plan should also be prepared. This will focus on routes, signage and access routes for construction vehicles with the aim of minimising traffic impact. It should consider safe pedestrian and cycle routes, with appropriate signposted routes. It should aim to minimise conflicts between the general public and construction traffic.

9.4 Both the Green Travel Plan and Construction Traffic Management Plan are to be prepared in full consultation with MCC and TfGM. Regular engagement with MCC and TfGM will ensure that the impact on the transport network will be kept to a minimum.

9.4.1 The closure of Fairfield Street requires mitigation measures to be put in place to maintain good access for residents and businesses located off Baring Street to the south of Fairfield Street. The following potential options should be considered in further detail in consultation with local residents, businesses, MCC and TfGM:

Option 1: Wyre Street opened for Southbound Traffic. Entry via right or left turn from London Rd (S) to Fairfield Street (W). Exit via Travis Street under MacDonald Hotel left onto London Road southbound or eastbound via Baring Street.

Option 2: Reversing MacDonald Hotel slip. Entry via left turn from London Road (S) onto Travis Street under MacDonald Hotel Exit eastbound via Baring Street.

Option 3: Baring Street one-way reversed. Entry by left or right turn from London Road from the opening up of, authorised vehicles only, slip to Baring St. Exit via Travis Street under MacDonald Hotel southbound onto London Road aAllowing for (possible stopping up of slip road on Mancunian Way).

Option 4: New MacDonald Hotel exit onto London Road. Entry via Travis Street MacDonald Hotel slip. Exit under MacDonald Hotel (new south bound exit onto London Road adjacent to Buxton Street).

9.4.2 These options should be developed in more detail in the Construction Traffic Management Plan.

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APPENDIX A BUS SERVICE TABLES

Table A-1: Manchester Piccadilly Station Bus Services (Surveyed 21st January 2014) Bus First Last Frequency Number Service Service Full Route - Key Locations (at peak) Free Bus Piccadilly - Chinatown - Spinningfields/The Every 7 1 0700 2100 Avenue - Deansgate - The Village minutes Piccadilly - Spinningfields/The Avenue - Free Bus Salford Central - Albert Square - The Every 10 3 0704 1900 Village minutes Manchester Piccadilly Station - University of Manchester - Manchester Royal Infirmary - Royal Eye Hospital - St Mary's Hospital - Royal Manchester Children's Every 10 147 0730 2030 Hospital minutes Stepping Hill - Great Moor - Heaviley - Stockport - Heaton Chapel - Reddish - 173 0803 1635 Levenshulme - Longsight - Manchester Every hour Ryder Brow - Gorton - Higher Openshaw - Clayton - Sportcity - Beswick - Ancoats - Limited 188 0716 1726 Manchester service Hazel Grove - Stepping Hill - Heaviley - Stockport - Heaton Chapel - Levenshulme - Longsight - Longsight - Ardwick - Every 3 192 0508 2356 Manchester minutes Hazel Grove - Stepping Hill - Heaviley - Stockport - Heaton Chapel - Levenshulme - Longsight - Longsight - Ardwick - Every 10 192 N 0006 0336 Manchester minutes Hattersley - Godley - Hyde - Denton - Every 10 201 0506 2352 Gorton - Belle Vue - Ardwick - Manchester minutes Hattersley - Godley - Hyde - Denton - 201 N 0016 0216 Gorton - Belle Vue - Ardwick - Manchester Every hour Stockport - Reddish - Gorton - Belle Vue - Every 10 203 0535 2347 Ardwick - Manchester minutes Stockport - Reddish - Gorton - Belle Vue - 203 N 0046 0246 Ardwick - Manchester Every hour Gee Cross - Hyde - Haughton Green - Denton - Dane Bank - Gorton - West Every 30 204 1646 2332 Gorton - Belle Vue - Ardwick - Manchester minutes Gee Cross - Hyde - Haughton Green - Denton - Dane Bank - Gorton - West Every 30 205 0921 2327 Gorton - Belle Vue - Ardwick - Manchester minutes Gee Cross - Hyde - Haughton Green - Denton - Dane Bank - Gorton - West Every 30 206 0641 1841 Gorton - Belle Vue - Ardwick - Manchester minutes Gee Cross - Hyde - Haughton Green - Two Denton - Dane Bank - Gorton - West services 207 1711 1741 Gorton - Belle Vue - Ardwick - Manchester only Stalybridge - Ashton-under-Lyne - Guide Bridge - Audenshaw - Openshaw - Every 9 219 0502 2342 Manchester minutes Stalybridge - Ashton-under-Lyne - Guide Bridge - Audenshaw - Openshaw - 219 N 0002 0242 Manchester Every 1h20

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Tameside General Hospital - Ridge Hill - Stalybridge - Dukinfield - Shepley - Audenshaw - Higher Openshaw - 220 0647 2245 Openshaw - Manchester Every hour Tameside General Hospital - Ridge Hill - Stalybridge - Dukinfield - Shepley - Audenshaw - Higher Openshaw - 221 1753 1822 Openshaw - Manchester Every hour Mossley - Ashton-under-Lyne - Ashton Moss - Audenshaw - Higher Openshaw - One service C20 1600 n/a Openshaw - Beswick - Manchester only

Table A-2: Oxford Road Station Bus Services (Surveyed 21st January 2014) Bus First Last Frequency Number Service Service Route - Key Locations (at peak) Shudehill/Victoria - Deansgate - Free Bus Castlefield - Oxford Road - Castlefield - Every 10 2 0700 1900 Spinningfields/The Avenue minutes Flixton - Davyhulme - Urmston - Stretford - Firswood - Moss Side - Every 15 15 0718 0001 University of Manchester - Manchester minutes Altrincham - Broadheath - Woodheys - Ashton upon Mersey - Sale - Stretford - Every 30 16 0811 2301 Chorlton - Moss Side - Manchester minutes Altrincham - Broadheath - Woodheys - Ashton upon Mersey - Sale - Stretford - One service 16A 0730 n/a Chorlton - Moss Side - Manchester only Langley - Middleton - Blackley - Harpurhey - Collyhurst - Manchester - University of Manchester - Manchester Every 10 18 0540 2319 Royal Infirmary minutes Altrincham - Broadheath - Sale - Sale Moor - Northern Moor - Northenden - West Didsbury - Withington - Fallowfield - Rusholme - University of Every 10 41 0730 0005 Manchester - Manchester minutes East Didsbury - Didsbury - Withington - Fallowfield - Rusholme - University of Every 20 42 0702 0008 Manchester - Manchester minutes Stockport - Heaton Mersey - East Didsbury - Didsbury - Withington - Fallowfield - Rusholme - University of Every 15 42 0607 2333 Manchester - Manchester minutes Reddish - Heaton Chapel - Heaton Moor - Heaton Mersey - East Didsbury - Didsbury - Withington - West Didsbury - Southern Cemetery - Chorlton - Old Trafford - Fallowfield - Rusholme - University of Manchester - 2 buses 42A 0821 0858 Manchester only Manchester Airport - Woodhouse Park - Wythenshaw - Benchill - Northenden - West Didsbury - Withington - Every 10 43 0447 0021 Fallowfield - Rusholme - University of minutes

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Manchester - Manchester Manchester Airport - Woodhouse Park - Wythenshaw - Benchill - Northenden - West Didsbury - Withington - Fallowfield - Rusholme - University of Every 30 43 N 0047 0347 Manchester - Manchester minutes Manchester Airport - Moss Nook - Heald Green - Gatley - Cheadle Hulme - Cheadle - East Didsbury - Burnage - Fallowfield - Rusholme - University of 44 0742 1739 Manchester - Manchester Every hour East Didsbury - Burnage - Kingsway - Victoria Park - Manchester - University of Salford - Pendleton - Salford Shopping Centre - Salford Quays - Every 5 50 0525 0017 MediaCityUK minutes Chorlton - Alexandra Park - Whalley Range - Brooks's Bar - Hulme - Every 8 85 0606 2324 University of Manchester - Manchester minutes Chorlton - Alexandra Park - Whalley Range - Brooks's Bar - Hulme - Every 5 86 0523 2354 University of Manchester - Manchester minutes Chorlton - Alexandra Park - Whalley Range - Brooks's Bar - Hulme - Every 20 86 N 0030 0250 University of Manchester - Manchester minutes Sale - Sale Moor - Brooklands - Timperley - Wythenshawe Hospital - Baguley - Northern Moor - Northenden - Southern Cemetery - Fallowfield - 99 0946 1648 Moss Side - Manchester Every hour Wythenshawe - Newall Green - Baguley - Northenden - Southern Cemetery - Moss Side - Hulme - Every 10 101 0535 2353 Manchester minutes Manchester Airport - Wythenshawe Hospital - Woodhouse Park - Peel Hall - Wythenshawe - Benchill - Sharston - Northenden - Southern Cemetery - Every 30 104 0630 2238 Moss Side - Hulme - Manchester minutes Manchester Airport - Wythenshawe Hospital - Woodhouse Park - Peel Hall - Wythenshawe - Benchill - Sharston - Northenden - Southern Cemetery - Every 30 105 0404 0304 Moss Side - Hulme - Manchester minutes Sale - Sale Moor - Brooklands - Timperley - Wythenshawe Hospital - Baguley - Northern Moor - Northenden - Southern Cemetery - Fallowfield - Every 30 109 0558 2331 Moss Side - Manchester minutes Southern Cemetery - West Didsbury - Withington - Fallowfield - Moss Side - Every 10 111 0612 2340 Manchester minutes Middleton - Middleton Junction - School Moston - Harpurhey - Collyhurst - holidays 112 0842 n/a Manchester only

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Every 30 130 0725 1859 Macclesfield - Wilmslow - Manchester minutes East Didsbury - Didsbury - Withington - Fallowfield - Rusholme - University of Every 5 142 0719 2359 Manchester - Manchester minutes East Didsbury - Didsbury - Withington - Fallowfield - Rusholme - University of Every 5 142 N 0000 0351 Manchester - Manchester minutes West Didsbury - Withington - Fallowfield - Rusholme - University of Every 5 143 0756 0007 Manchester - Manchester minutes West Didsbury - Withington - Fallowfield - Rusholme - University of Every 10 143 N 0013 0313 Manchester - Manchester minutes Manchester Airport - Moss Nook - Heald Green - Gatley - Cheadle Hulme - Cheadle - East Didsbury - Burnage - University Fallowfield - Rusholme - University of Term Time 145 0840 1000 Manchester - Manchester only Manchester Piccadilly Station - University of Manchester - Manchester Royal Infirmary - Royal Eve Hospital - St Mary's Hospital - Royal Manchester Every 10 147 0747 2057 Children's Hospital minutes Woodhall - Bramhall - Cheadle Hulme - Cheadle - East Didsbury - Didsbury - Withington - Fallowfield - Rusholme - Limited 157 2151 0005 University of Manchester - Manchester Service Stockport - Heaton Chapel - Levenshulme - Longsight - University Every 20 191 0719 1759 of Manchester - Manchester minutes Stockport - Heaton Moor - Green End - Burnage - Levenshulme - Longsight - Every 20 197 0652 2227 Manchester minutes The Trafford Centre - Trafford Park - MediaCityUK - Salford Quays - Old Every 15 250 0622 0036 Trafford - Hulme - Manchester minutes Partington - Carrington - Flixton - Urmston - Stretford - Old Trafford - 2 buses 253 0822 0852 Hulme - Manchester only Every 10 263 0552 0033 Manchester - Stretford - Altrincham minutes Trafford Park - Old Trafford - Hulme - Every 20 291 0617 1946 Manchester minutes Altrincham - Broadheath - Sale - Sale Moor - Northern Moor - Northenden - West Didsbury - Withington - Fallowfield - Rusholme - University of Every 30 X41 0640 1841 Manchester - Manchester minutes Woodhall - Bramhall - Cheadle Hulme - Cheadle - East Didsbury - Didsbury - Withington - Fallowfield - Rusholme - Every 30 X57 0640 2050 University of Manchester - Manchester minutes

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APPENDIX B OBSERVED TRAFFIC FLOWS

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APPENDIX C OBSERVED CYCLE FLOWS

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APPENDIX D MODELLED TRAFFIC FLOW DIAGRAMS

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APPENDIX E MODELLED CHANGE IN TRAFFIC FLOWS

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Table E.1 2016 Modelled Change in Traffic Flows (2016 Construction – 2016 Do Nothing) Light Vehicles Heavy Vehicles % Change Total Veh

Road From To AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour Hour Hour

Deansgate Albion Street 10 139 0 -1 2% 32%

Albion Street Deansgate -58 86 0 -1 -19% 54%

Whitworth Albion Street Gloucester Street -356 -394 -2 -1 -100% -100% Street West Gloucester Street Albion Street -422 -569 -13 -2 -99% -99%

Gloucester Street Oxford Road -313 -347 -12 -9 -100% -100%

Oxford Road Gloucester Street -391 -558 -21 -12 -100% -100%

Oxford Road Princess Street 79 -144 2 4 41% -33%

Princess Street Oxford Road 10 287 -13 -31 0% 69%

Princess Street Sackville Street 172 10 2 5 100% 4%

Whitworth Sackville Street Princess Street -8 64 -7 -1 -5% 24% Street Sackville Street Aytoun Street -239 -380 7 11 -56% -67%

Aytoun Street Sackville Street -360 -296 -13 8 -47% -41%

Aytoun Street London Road N/A N/A N/A N/A N/A N/A

London Road Aytoun Street -46 231 -11 -2 -9% 70%

Fairfield Aytoun Street London Road -291 -333 -1 4 -62% -65%

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Light Vehicles Heavy Vehicles % Change Total Veh

Road From To AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour Hour Hour

Street London Road Aytoun Street -358 -224 -13 8 -47% -34%

London Road Travis Street -391 -438 -14 -12 -100% -100%

Travis Street London Road -542 -391 -31 -19 -100% -100%

Travis Street Mancunian Way -338 -299 -13 -12 -100% -100%

Mancunian Way Travis Street -174 -339 -19 -15 -100% -100%

Great Bridgewater Street Whitworth Street 7 -335 0 2 2% -48% Albion St Whitworth Street Great Bridgewater Street 11 339 -4 8 1% 41%

Medlock Whitworth Street Mancunian Way -62 -569 -7 3 -13% -54% Street Mancunian Way Whitworth Street -60 224 0 12 -6% 31%

Princess Mancunian Way Greenheys Lane W -69 857 -1 -2 -2% 42% Road Greenheys Lane W Mancunian Way -74 -591 -3 32 -5% -26%

Chester Road Princess Road 99 -681 3 72 3% -17%

Princess Road Chester Road -90 348 -3 59 -3% 15% Mancunian Princess Road Cambridge Street 164 68 0 72 6% 5% Way Cambridge Street Princess Road -95 383 -6 56 -4% 23%

Cambridge Street Upper Brook Street 112 -288 0 68 3% -5%

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Light Vehicles Heavy Vehicles % Change Total Veh

Road From To AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour Hour Hour

Upper Brook Street Cambridge Street -118 354 -4 95 -3% 15%

Upper Brook Street London Road 135 -1029 -8 54 5% -26%

London Road Upper Brook Street -121 343 -4 94 -3% 14%

London Road Fairfield Street 112 -948 2 45 7% -34%

Fairfield Street London Road 69 766 21 86 4% 49%

Gloucester Whitworth Street West Hulme Street -69 -88 -9 -9 -100% -100% Street Hulme Street Whitworth Street West -56 -50 -12 -8 -100% -100%

Hulme Street Chester Street 94 -272 0 1 29% -39%

Chester Street Hulme Street 18 181 0 5 4% 67%

Cambridge Chester Street Mancunian Way 124 -278 1 1 30% -34% Street Mancunian Way Chester Street 30 283 -1 4 6% 107%

Mancunian Way Cavendish Street -93 -173 -2 3 -14% -23%

Cavendish Street Mancunian Way 48 -113 1 14 7% -11%

Hulme Cambridge Street Oxford Road -12 157 10 12 0% 57% Street Oxford Road Cambridge Street 76 -256 9 11 24% -36%

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Light Vehicles Heavy Vehicles % Change Total Veh

Road From To AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour Hour Hour

Chester Cambridge Street Oxford Road -4 76 0 0 -4% 621% Street Oxford Road Cambridge Street 13 -32 0 0 13% -21%

Oxford Portland Street Whitworth Street N/A N/A N/A N/A N/A N/A Street Whitworth Street Portland Street 0 0 -2 37 -1% 35%

Whitworth Street Charles Street 87 166 5 -21 26% 49%

Charles Street Whitworth Street -1 -144 8 44 6% -41%

Charles Street Chester Street 0 0 -3 -28 -3% -24% Oxford Road Chester Street Charles Street 0 0 -3 34 -2% 34%

Chester Street Grovesnor Street 0 0 -3 -28 -3% -24%

Grovesnor Street Chester Street 13 75 -2 34 4% 64%

Oxford Road Princess Street 15 -135 0 -1 11% -47%

Charles Princess Street Oxford Road -1 -379 1 1 0% -74% Street Princess Street Sackville Street 7 163 0 1 3% 258%

Sackville Street Princess Street 37 -77 0 0 80% -48%

Princess Portland Street Whitworth Street -53 -310 -3 -24 -23% -64% Street Whitworth Street Portland Street N/A N/A N/A N/A N/A N/A

NHE_127523-8460-COL-C1-RTR-W-000046 Prepared by Parsons Brinckerhoff May 2014 for Network Rail - 97 - Manchester Piccadilly and Oxford Road Capacity Scheme Transport Assessment

Light Vehicles Heavy Vehicles % Change Total Veh

Road From To AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour Hour Hour

Whitworth Street Charles Street -20 -746 0 2 -20% -90%

Charles Street Whitworth Street 112 167 -1 -1 70% 161%

Charles Street Sackville Street 7 -744 0 1 5% -82%

Sackville Street Charles Street 93 163 0 2 25% 54%

Sackville Street Grosvenor Street 8 -386 -1 6 1% -26% Upper Brook Street Sackville Street Sackville Street 83 175 4 9 13% 33% Grosvenor Street

Portland Street Whitworth Street N/A N/A N/A N/A N/A N/A

Whitworth Street Portland Street -19 134 3 20 -2% 21%

Whitworth Street Charles Street -68 -8 -1 0 -89% -51% Sackville Charles Street Whitworth Street -144 97 12 17 -17% 21% Street Mancunian Way / Charles Street N/A N/A N/A N/A N/A N/A Princess St

Mancunian Way / Charles Street -58 367 12 17 -6% 97% Princess St

Aytoun Portland Street Ducie Street N/A N/A N/A N/A N/A N/A Street Ducie Street Portland Street -1 6 0 -1 -1% 7%

NHE_127523-8460-COL-C1-RTR-W-000046 Prepared by Parsons Brinckerhoff May 2014 for Network Rail - 98 - Manchester Piccadilly and Oxford Road Capacity Scheme Transport Assessment

Light Vehicles Heavy Vehicles % Change Total Veh

Road From To AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour Hour Hour

Ducie Street Whitworth St N/A N/A N/A N/A N/A N/A

Whitworth St Ducie Street 11 -239 -1 7 2% -27%

Newton Street Ducie Street 183 -103 13 5 560% -30%

Ducie Street Newton Street 0 0 10 9 123% 104%

Ducie Street Store Street 195 -315 11 12 43% -30%

Store Street Ducie Street N/A N/A N/A N/A N/A N/A

Store Street Fairfield Street -33 -383 7 15 -4% -36%

London Fairfield Street Store Street -49 314 -11 3 -8% 85% Road Fairfield Street Travis Street 104 -277 -4 -1 19% -31%

Travis Street Fairfield Street 211 545 -9 7 24% 115%

Travis Street Mancunian Way -20 -553 -26 -3 -7% -47%

Mancunian Way Travis Street 211 545 -9 7 24% 115%

Mancunian Way Grosvenor Street 106 -352 -1 6 11% -24%

Grosvenor Street Mancunian Way 137 424 0 12 10% 41%

Aytoun Street London Road 12 -243 0 9 2% -29% Ducie Street London Road Aytoun Street N/A N/A N/A N/A N/A N/A

NHE_127523-8460-COL-C1-RTR-W-000046 Prepared by Parsons Brinckerhoff May 2014 for Network Rail - 99 - Manchester Piccadilly and Oxford Road Capacity Scheme Transport Assessment

Light Vehicles Heavy Vehicles % Change Total Veh

Road From To AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour Hour Hour

London Road Dale Street 165 142 1 9 45% 39%

Dale Street London Road 164 144 9 17 59% 52%

London Road Boad Street -154 -288 8 8 -94% -97%

Boad Street London Road -293 -268 14 22 -80% -78% Store Street Boad Street Great Ancoats Street -164 -310 7 7 -94% -97%

Great Ancoats Street Boad Street -415 -287 14 21 -85% -79%

London Road Fairfield Street N/A N/A N/A N/A N/A N/A

Fairfield Street London Road -123 -281 -22 -2 -100% -100%

Fairfield Street Sheffield Street -188 -207 -2 -4 -100% -100% Travis Street Sheffield Street Fairfield Street -651 -400 -36 -11 -100% -100%

Sheffield Street Great Ancoats Street -178 -181 -2 -4 -100% -100%

Great Ancoats Street Sheffield Street -529 -377 -36 -11 -100% -100%

Sheffield Store Street Travis Street -122 -24 0 0 -100% -100% Street Travis Street Store Street -10 -27 0 -1 -99% -100%

Albion Street Great Jackson Street -3 -19 0 1 -2% -9% Great Jackson Great Jackson Street Albion Street -31 10 0 0 -18% 8%

NHE_127523-8460-COL-C1-RTR-W-000046 Prepared by Parsons Brinckerhoff May 2014 for Network Rail - 100 - Manchester Piccadilly and Oxford Road Capacity Scheme Transport Assessment

Light Vehicles Heavy Vehicles % Change Total Veh

Road From To AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour Hour Hour

Street

City Road City Road East Chester Road 31 22 0 0 15% 10% East Chester Road City Road East -1 136 0 1 -1% 1972%

NHE_127523-8460-COL-C1-RTR-W-000046 Prepared by Parsons Brinckerhoff May 2014 for Network Rail - 101 - Manchester Piccadilly and Oxford Road Capacity Scheme Transport Assessment

Table E.2: 2018 Modelled Traffic Flows (Do Nothing – Do Something) Light Vehicles Heavy Vehicles % Change Total Veh Road From To AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour Hour Hour Deansgate Albion Street 1 -8 0 0 0% -2% Albion Street Deansgate 0 0 0 0 0% 0%

Whitworth Street Albion Street Gloucester Street 11 -23 0 0 3% -6% West Gloucester Street Albion Street -5 -5 0 0 -1% -1% Gloucester Street Oxford Road -3 -52 0 0 -1% -14% Oxford Road Gloucester Street -1 -9 0 0 0% -2% Oxford Road Princess Street -3 -26 0 0 -2% -6% Princess Street Oxford Road 0 2 0 0 0% 0% Princess Street Sackville Street -2 -8 0 0 -1% -2% Sackville Street Princess Street 0 -7 0 0 0% -2% Whitworth Street Sackville Street Aytoun Street -1 -4 0 0 0% -1% Aytoun Street Sackville Street 0 -6 0 0 0% -1% Aytoun Street London Road N/A N/A N/A N/A N/A N/A London Road Aytoun Street 1 5 0 0 0% 1% Aytoun Street London Road -1 0 0 0 0% 0% London Road Aytoun Street 0 -3 0 0 0% 0% Fairfield Street London Road Travis Street 0 -7 0 0 0% -2% Travis Street London Road 1 1 0 0 0% 0% Travis Street Mancunian Way 0 1 0 0 0% 0%

NHE_127523-8460-COL-C1-RTR-W-000046 Prepared by Parsons Brinckerhoff May 2014 for Network Rail - 102 - Manchester Piccadilly and Oxford Road Capacity Scheme Transport Assessment

Light Vehicles Heavy Vehicles % Change Total Veh Road From To AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour Hour Hour Mancunian Way Travis Street 1 4 0 0 1% 1% Great Bridgewater Street Whitworth Street 0 -4 0 0 0% -1% Albion St Whitworth Street Great Bridgewater Street -1 -3 0 0 0% 0% Whitworth Street Mancunian Way -14 5 0 0 -2% 1% Medlock Street Mancunian Way Whitworth Street 0 -4 0 0 0% 0% Mancunian Way Greenheys Lane W 0 0 0 0 0% 0% Princess Road Greenheys Lane W Mancunian Way 0 0 0 0 0% 0% Chester Road Princess Road -1 1 0 0 0% 0% Princess Road Chester Road 0 1 0 0 0% 0% Princess Road Cambridge Street 1 3 0 0 0% 0% Cambridge Street Princess Road 0 1 0 0 0% 0% Cambridge Street Upper Brook Street 2 16 0 0 0% 0% Mancunian Way Upper Brook Street Cambridge Street -1 1 0 0 0% 0% Upper Brook Street London Road 1 5 0 0 0% 0% London Road Upper Brook Street -1 0 0 0 0% 0% London Road Fairfield Street 0 1 0 0 0% 0% Fairfield Street London Road -1 0 0 0 0% 0% Whitworth Street West Hulme Street 14 25 0 0 17% 27% Gloucester Street Hulme Street Whitworth Street West -4 1 0 0 -8% 1% Cambridge Street Hulme Street Chester Street 14 -2 0 0 4% 0%

NHE_127523-8460-COL-C1-RTR-W-000046 Prepared by Parsons Brinckerhoff May 2014 for Network Rail - 103 - Manchester Piccadilly and Oxford Road Capacity Scheme Transport Assessment

Light Vehicles Heavy Vehicles % Change Total Veh Road From To AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour Hour Hour Chester Street Hulme Street -4 -2 0 0 -1% -1% Chester Street Mancunian Way 2 -2 0 0 0% 0% Mancunian Way Chester Street -16 -3 0 0 -3% -1% Mancunian Way Cavendish Street 0 -1 0 0 0% 0% Cavendish Street Mancunian Way 0 0 0 0 0% 0% Cambridge Street Oxford Road -1 26 0 0 0% 8% Hulme Street Oxford Road Cambridge Street -2 3 0 0 0% 0% Cambridge Street Oxford Road 0 0 0 0 0% 0% Chester Street Oxford Road Cambridge Street 0 1 0 0 0% 0% Portland Street Whitworth Street N/A N/A N/A N/A N/A N/A Oxford Street Whitworth Street Portland Street 0 0 0 0 0% 0% Whitworth Street Charles Street 0 -20 0 0 0% -6% Charles Street Whitworth Street 0 -9 0 0 0% -3% Charles Street Chester Street 0 0 0 0 0% 0% Oxford Road Chester Street Charles Street 0 0 0 0 0% 0% Chester Street Grovesnor Street 0 0 0 0 0% 0% Grovesnor Street Chester Street 0 1 0 0 0% 0% Oxford Road Princess Street 1 8 0 0 0% 3% Charles Street Princess Street Oxford Road 0 -6 0 0 0% -1% Princess Street Sackville Street 0 21 0 0 0% 55%

NHE_127523-8460-COL-C1-RTR-W-000046 Prepared by Parsons Brinckerhoff May 2014 for Network Rail - 104 - Manchester Piccadilly and Oxford Road Capacity Scheme Transport Assessment

Light Vehicles Heavy Vehicles % Change Total Veh Road From To AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour Hour Hour Sackville Street Princess Street 0 7 0 0 0% 4% Portland Street Whitworth Street 0 2 0 0 0% 0% Whitworth Street Portland Street N/A N/A N/A N/A N/A N/A Whitworth Street Charles Street -1 -23 0 0 -1% -3% Princess Street Charles Street Whitworth Street -1 0 0 0 -1% 0% Charles Street Sackville Street 0 -2 0 0 0% 0% Sackville Street Charles Street 0 20 0 0 0% 7%

Upper Brook Sackville Street Grosvenor Street 0 -2 0 0 0% 0% Street Grosvenor Street Sackville Street 1 -1 0 0 0% 0% Portland Street Whitworth Street N/A N/A N/A N/A N/A N/A Whitworth Street Portland Street 0 0 0 0 0% 0% Whitworth Street Charles Street 0 0 0 0 0% 0%

Sackville Street Charles Street Whitworth Street 1 3 0 0 0% 0% Mancunian Way / Princess Charles Street N/A N/A N/A N/A N/A N/A St Mancunian Way / Princess Charles Street 2 -10 0 0 0% -2% St Portland Street Ducie Street N/A N/A N/A N/A N/A N/A Ducie Street Portland Street 0 0 0 0 0% 0% Aytoun Street Ducie Street Whitworth Street N/A N/A N/A N/A N/A N/A Whitworth Street Ducie Street 1 0 0 0 0% 0%

NHE_127523-8460-COL-C1-RTR-W-000046 Prepared by Parsons Brinckerhoff May 2014 for Network Rail - 105 - Manchester Piccadilly and Oxford Road Capacity Scheme Transport Assessment

Light Vehicles Heavy Vehicles % Change Total Veh Road From To AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour Hour Hour Newton Street Ducie Street 0 1 0 0 1% 0% Ducie Street Newton Street 0 0 0 0 0% 0% Ducie Street Store Street 3 2 0 0 1% 0% Store Street Ducie Street N/A N/A N/A N/A N/A N/A Store Street Fairfield Street 0 -3 0 0 0% 0% Fairfield Street Store Street 1 5 0 0 0% 1% London Road Fairfield Street Travis Street -1 6 0 0 0% 1% Travis Street Fairfield Street 1 4 0 0 0% 1% Travis Street Mancunian Way 0 4 0 0 0% 0% Mancunian Way Travis Street 1 4 0 0 0% 1% Mancunian Way Grosvenor Street 1 3 0 0 0% 0% Grosvenor Street Mancunian Way 0 -1 0 0 0% 0% Aytoun Street London Road 1 0 0 0 0% 0% London Road Aytoun Street N/A N/A N/A N/A N/A N/A Ducie Street London Road Dale Street 0 0 0 0 0% 0% Dale Street London Road 1 1 0 0 0% 0% London Road Boad Street 2 7 0 0 1% 2% Boad Street London Road -1 2 0 0 0% 0% Store Street Boad Street Great Ancoats Street 1 1 0 0 0% 0% Great Ancoats Street Boad Street -2 1 0 0 0% 0%

NHE_127523-8460-COL-C1-RTR-W-000046 Prepared by Parsons Brinckerhoff May 2014 for Network Rail - 106 - Manchester Piccadilly and Oxford Road Capacity Scheme Transport Assessment

Light Vehicles Heavy Vehicles % Change Total Veh Road From To AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour Hour Hour London Road Fairfield Street N/A N/A N/A N/A N/A N/A Fairfield Street London Road 1 -2 0 0 1% -1% Fairfield Street Sheffield Street 0 -3 0 0 0% -2% Travis Street Sheffield Street Fairfield Street 0 0 0 0 0% 0% Sheffield Street Great Ancoats Street 1 -2 0 0 0% -1% Great Ancoats Street Sheffield Street 1 -4 0 0 0% -1% Store Street Travis Street 0 5 0 0 1% 9% Sheffield Street Travis Street Store Street 0 0 0 0 1% -1%

Great Jackson Albion Street Great Jackson Street 0 0 0 0 0% 0% Street Great Jackson Street Albion Street -2 1 0 0 -1% 1% City Road East Chester Road 2 -1 0 0 1% -1% City Road East Chester Road City Road East 0 0 0 0 0% 0%

NHE_127523-8460-COL-C1-RTR-W-000046 Prepared by Parsons Brinckerhoff May 2014 for Network Rail - 107 - Manchester Piccadilly and Oxford Road Capacity Scheme Transport Assessment

Table E.3: 2033 Modelled Traffic Flows (Do Nothing – Do Something) Light Vehicles Heavy Vehicles % Change Total Veh Road From To AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour Hour Hour Deansgate Albion Street -1 -30 0 0 0% -6% Albion Street Deansgate -7 27 0 0 -3% 8%

Whitworth Albion Street Gloucester Street 1 -77 0 0 0% -18% Street West Gloucester Street Albion Street -4 6 0 0 -1% 1% Gloucester Street Oxford Road -7 -72 0 0 -2% -19% Oxford Road Gloucester Street -2 -63 0 0 0% -9% Oxford Road Princess Street -4 -45 0 -1 -1% -8% Princess Street Oxford Road 2 -16 0 0 0% -3% Princess Street Sackville Street -3 -17 0 0 -1% -4%

Whitworth Sackville Street Princess Street 0 5 0 0 0% 2% Street Sackville Street Aytoun Street -5 -17 0 0 -1% -2% Aytoun Street Sackville Street -1 -9 0 0 0% -1% Aytoun Street London Road N/A N/A N/A N/A N/A N/A London Road Aytoun Street 3 2 0 0 0% 1% Aytoun Street London Road 0 0 0 0 0% 0% London Road Aytoun Street -1 -10 0 0 0% -1% Fairfield Street London Road Travis Street -1 0 0 0 0% 0% Travis Street London Road 1 -2 0 0 0% 0% Travis Street Mancunian Way -2 1 0 0 -1% 0%

NHE_127523-8460-COL-C1-RTR-W-000046 Prepared by Parsons Brinckerhoff May 2014 for Network Rail - 108 - Manchester Piccadilly and Oxford Road Capacity Scheme Transport Assessment

Light Vehicles Heavy Vehicles % Change Total Veh Road From To AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour Hour Hour Mancunian Way Travis Street 0 1 0 0 0% 0% Great Bridgewater Street Whitworth Street -1 -9 -1 0 0% -1% Albion St Whitworth Street Great Bridgewater Street 12 -17 0 0 1% -2% Whitworth Street Mancunian Way -6 5 0 0 -1% 0% Medlock Street Mancunian Way Whitworth Street 7 -30 0 0 1% -4% Mancunian Way Greenheys Lane W 1 6 0 0 0% 0% Princess Road Greenheys Lane W Mancunian Way -1 -2 0 0 0% 0% Chester Road Princess Road 2 31 1 0 0% 1% Princess Road Chester Road -4 -2 0 0 0% 0% Princess Road Cambridge Street 7 30 0 0 0% 1% Cambridge Street Princess Road 3 -8 0 0 0% 0% Cambridge Street Upper Brook Street 7 32 0 0 0% 1% Mancunian Way Upper Brook Street Cambridge Street -2 -14 0 0 0% 0% Upper Brook Street London Road 5 7 0 0 0% 0% London Road Upper Brook Street -3 -14 0 0 0% 0% London Road Fairfield Street 1 0 0 0 0% 0% Fairfield Street London Road 1 6 -1 0 0% 0%

Gloucester Whitworth Street West Hulme Street 11 -85 0 -1 13% -40% Street Hulme Street Whitworth Street West 0 1 0 0 0% 1%

Cambridge Hulme Street Chester Street 8 -33 0 0 2% -4%

NHE_127523-8460-COL-C1-RTR-W-000046 Prepared by Parsons Brinckerhoff May 2014 for Network Rail - 109 - Manchester Piccadilly and Oxford Road Capacity Scheme Transport Assessment

Light Vehicles Heavy Vehicles % Change Total Veh Road From To AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour Hour Hour Street Chester Street Hulme Street -4 11 0 0 -1% 4% Chester Street Mancunian Way 6 -22 0 0 1% -2% Mancunian Way Chester Street -6 14 0 0 -1% 5% Mancunian Way Cavendish Street 0 -7 0 0 0% -1% Cavendish Street Mancunian Way 0 -9 0 0 0% -1% Cambridge Street Oxford Road -1 -3 0 0 0% -1% Hulme Street Oxford Road Cambridge Street -1 19 0 0 0% 3% Cambridge Street Oxford Road 0 0 0 0 0% 2% Chester Street Oxford Road Cambridge Street 0 9 0 0 0% 3% Portland Street Whitworth Street N/A N/A N/A N/A N/A N/A Oxford Street Whitworth Street Portland Street 0 0 0 2 0% 2% Whitworth Street Charles Street -1 2 0 1 0% 1% Charles Street Whitworth Street -1 -63 0 2 -1% -16% Charles Street Chester Street 0 0 0 2 0% 1% Oxford Road Chester Street Charles Street 0 -8 0 0 0% -8% Chester Street Grovesnor Street 0 0 0 2 0% 1% Grovesnor Street Chester Street 0 1 0 0 0% 0% Oxford Road Princess Street -1 41 0 1 -1% 14% Charles Street Princess Street Oxford Road 0 21 0 1 0% 6%

NHE_127523-8460-COL-C1-RTR-W-000046 Prepared by Parsons Brinckerhoff May 2014 for Network Rail - 110 - Manchester Piccadilly and Oxford Road Capacity Scheme Transport Assessment

Light Vehicles Heavy Vehicles % Change Total Veh Road From To AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour Hour Hour Princess Street Sackville Street 3 0 0 0 1% 14% Sackville Street Princess Street 0 -16 0 0 1% -6% Portland Street Whitworth Street -1 -22 1 0 0% -3% Whitworth Street Portland Street N/A N/A N/A N/A N/A N/A Whitworth Street Charles Street 1 -29 0 0 1% -3% Princess Street Charles Street Whitworth Street 1 5 0 0 1% 3% Charles Street Sackville Street -2 0 0 0 -1% 0% Sackville Street Charles Street 1 31 0 0 0% 11%

Upper Brook Sackville Street Grosvenor Street -2 0 0 0 0% 0% Street Grosvenor Street Sackville Street 0 18 0 0 0% 3% Portland Street Whitworth Street N/A N/A N/A N/A N/A N/A Whitworth Street Portland Street 3 9 0 0 0% 1% Whitworth Street Charles Street 0 -17 0 0 1% -20%

Sackville Street Charles Street Whitworth Street 1 7 0 0 0% 1% Mancunian Way / Princess Charles Street N/A N/A N/A N/A N/A N/A St Mancunian Way / Princess Charles Street -1 8 0 0 0% 2% St Portland Street Ducie Street N/A N/A N/A N/A N/A N/A Aytoun Street Ducie Street Portland Street 0 0 0 0 0% 0% Ducie Street Whitworth St N/A N/A N/A N/A N/A N/A

NHE_127523-8460-COL-C1-RTR-W-000046 Prepared by Parsons Brinckerhoff May 2014 for Network Rail - 111 - Manchester Piccadilly and Oxford Road Capacity Scheme Transport Assessment

Light Vehicles Heavy Vehicles % Change Total Veh Road From To AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour Hour Hour Whitworth St Ducie Street -2 -1 0 1 0% 0% Newton Street Ducie Street -1 1 0 0 -1% 0% Ducie Street Newton Street 0 0 0 0 0% 0% Ducie Street Store Street -3 1 0 0 -1% 0% Store Street Ducie Street N/A N/A N/A N/A N/A N/A Store Street Fairfield Street -1 1 0 0 0% 0% Fairfield Street Store Street 3 2 0 0 0% 1% London Road Fairfield Street Travis Street 0 12 0 0 0% 1% Travis Street Fairfield Street 3 2 0 0 0% 0% Travis Street Mancunian Way -2 9 0 0 0% 1% Mancunian Way Travis Street 3 2 0 0 0% 0% Mancunian Way Grosvenor Street 1 15 0 0 0% 1% Grosvenor Street Mancunian Way -2 -8 0 0 0% -1% Aytoun Street London Road -2 -1 0 1 0% 0% London Road Aytoun Street N/A N/A N/A N/A N/A N/A Ducie Street London Road Dale Street 0 -1 0 0 0% 0% Dale Street London Road 0 0 0 0 0% 0% London Road Boad Street -3 0 0 0 -13% 0% Store Street Boad Street London Road 0 -1 0 0 0% 0%

NHE_127523-8460-COL-C1-RTR-W-000046 Prepared by Parsons Brinckerhoff May 2014 for Network Rail - 112 - Manchester Piccadilly and Oxford Road Capacity Scheme Transport Assessment

Light Vehicles Heavy Vehicles % Change Total Veh Road From To AM Peak PM Peak AM Peak PM Peak AM Peak PM Peak Hour Hour Hour Hour Hour Hour Boad Street Great Ancoats Street -3 4 0 0 -8% 1% Great Ancoats Street Boad Street 0 1 0 0 0% 0% London Road Fairfield Street N/A N/A N/A N/A N/A N/A Fairfield Street London Road -2 -3 0 0 -1% -1% Fairfield Street Sheffield Street 2 -5 0 0 1% -2% Travis Street Sheffield Street Fairfield Street -1 -11 0 0 0% -2% Sheffield Street Great Ancoats Street 2 -6 0 0 2% -3% Great Ancoats Street Sheffield Street -1 -8 0 0 0% -2% Store Street Travis Street 0 -2 0 0 0% -2% Sheffield Street Travis Street Store Street 0 1 0 0 -1% 1%

Great Jackson Albion Street Great Jackson Street 0 0 0 0 0% 0% Street Great Jackson Street Albion Street 4 8 0 0 2% 3% City Road East Chester Road -4 -8 0 0 -2% -4% City Road East Chester Road City Road East 0 0 0 0 0% 3%

NHE_127523-8460-COL-C1-RTR-W-000046 Prepared by Parsons Brinckerhoff May 2014 for Network Rail - 113 - Manchester Piccadilly and Oxford Road Capacity Scheme Transport Assessment

APPENDIX F PICCADILLY TRAFFIC SURVEY REPORT

NHE_127523-8460-COL-C1-RTR-W-000046 Prepared by Parsons Brinckerhoff May 2014 for Network Rail - 114 -